Speed-control apparatus for railway cars



l June 24, 1930.

C; A. RICHMOND SPEED CONTROL APPARATUS FOR RAILWAY CAR-S Original Filed July 29, 1916 `r Patented June 24, 1930 cani. A. RICHMOND, orinnwzYoan,"n.v Y., Assrenon To Tian GENERAL :animvm'zr` sreNAneoMrnNY, aconronarron on naw vonkY 4 SPEED-commonerrnnnirus For.y RAILWAY cans .Lippiieamm mea .'ruiyaa 191e; serial no. 111,975. *eenewaiA Mgmt 11, le20) serial ng. 402.860.. f

'The principal object of inventionis to provide new and improved apparatus for a'railway car adapted automatically to warn the operator or to check the speed of the car 5 when'another car on the' 'same trackis ap preached .aty an unsafespeed'. Another ob.- ject of my invention is automatically to give warningor to `control the speed o a railway car botlrin accordance with the presence of manother car on the track and in accordance withthev requirements imposed hypermanent track conditions.'Vlr Still another object Vof my vinventionis to.y initiate controloi the car by approach toa carionthe track ahead i5 andi to continue such control in accordance with-the requirements imposed by localtrack conditions. Affurthler object of my rinven-v tionxis to provide car witha shoeror shoes and to place two kindsl of rampsyalong-fthe trackway so -that any1 of them'may be en# gaged by said shoes or shoes, r.and fito condition the two kinds of ramps differently so thatone kindlshalldetermine whether speed control apparatus'on thecar shall be set in f .actiomand the vother kind of ramps .shall serve to operate said .speed controlappara-v tus when such operation has been determined by theiirst kind of ramps;y These and other objects of my inventioniwill bemade ap- .'parentin` the following specification and claims taken `in connection with the accompanying drawings.; :In these drawings, .1I have. illustrated a specilic embodiment of my invention. The invention :is dened'in the appended claims, and in Vexemplification thereof, 1 now describe the` apparatus disy circuits.

closed in the drawings.

of this embodimentofimy. invention. l F ig. 1EL is an enlarged detail partly in section Vof a Fig. 1. f

Fig; 2 is a diagram of the* trackapparatus adapted Ltor cooperate withthe device of Fic. 1./ t

131 and 12 are-,respectively the left 4and right hand'rail Vheads of a track ladapted'for one way traihc as indicated by the Aarrow 8.

Fig. l1 shows therear aXl'ef9 with its "left-"1 handwheel 13 and thefrontaxle 1 with its Fig. 1 is adi'agram of the car carried .parts part of the apparatus shown in right-liand-wheel 14 for a car yonthis track.

Theiiy-ball governor 15 driven by bevel gears from the car axle carries the rverticalv bar 16 which has sliding connection with ee- Y roller 22 downward relatively to the roller Y 21 (see- Fig. 1a) and thus depresses the bar 17 relatively tothe bar 16. Theupper bar 17 carries a circuit controlling member 20.

A lever 23 pivoted at 27 is normally held; by the energized solenoid 33 against theten-` sion of the spring 24 and its range of move- 'Y ment is limited by the stops 25 and 26..'` It carries yalpin 29 in a slot28 in the end of the... frodl connected to the wedge .19; The Vpin 32- and the stop 30k limit the movement of the wedge 19 tothe right, without, however,'l

preventing swinging movement of thewedgev 19 and rod 31 up and down aboutthe pin 29. f The rack bar 36 slides in a guide.35 onthe support 34 and is connectedr byl a'linkf37l to the lower end of the lever 23. An'escape- Y ment 4dog 3.8 isheld at one eXtreme by the adapted to rock itto the other eXtreme.

Even with the front car aXle 10 on the supspring y39' and either. magnet 40.0rr 41 is' f 1 port 42 is pivoted ashoe 43 held normallyA in the position shown by the spring 44.V Ac- 7 ycording as the shoe -43 rocksV backward or .forwarch it moves the bar 45 up or down in the guide 46, thus opening or closing certain rlhe Atrackrail- 1v1 is continuousfbut the rail 12isprovided` with insulators 51'to formv sections orblo'cks 52. Beside each insulator Therey is asimila-r shoe 435.011 they Vleftside of the car opposite the axle 9; this fshoe and its associated parts designated byy corresponding numbers with primes are displacedto a part of the :figure where they can xbe clearly shown; Y

.gef

511is a ramp 50. f Alternating current mains secondaries of which conductors areV taken A53 eXtendjalong the side of the-track withA ytransformers at .convenient places from the Y 1,765,852 s j dropping-fofl armature 7;0 opensfcircuit B eX- tinguishing thegreen light andrcloses the circuit of:A the yellowr lamp Y1 (circuit I).

Vhereas, .the green lampv meant to the oper- Aator thatA he was runningfree from control'v 'due to any-train ahead, the yellow lamp means `that he is subjectedfto control by a-v trainahead. j The droppingiot the armature 71 opens circuit C, deenergizing solenoid 33, so that the spring 24l can throw the lever 23 as theescapement 38 may permit. f. While the Ashoe-4l3 is on the ramp 50, circuit Eiwillbe closed-` at v76,energizing magnet-.41v land'thereby holding escapement 38 to f ther-right. 4Hence, when thesolenoid 33 releases, the spring 24 will throw the rack `36 a halfu notch to theleft.. llh'en the shoel3 leaves'ramp 50, circuit F will be broken at 76and spring 39v will return escapement 33 to the left as shown in Fig.`1,.and rack 36 will move anotherhalt` notch. to the lett, a

full notch in all.' KVThis movement ot' rackv 36 one notch merely'moves pin '29 in slot 23, in y'readiness ,so that further lmovement of rack`,36'-will be communieatedv to wedge 19.

4As the trainproceeds in the lbleek 52, the shoe 43 comes in engagement with the first ofthe series of ramps 54, energized through partial circuit D withmedium electroinoti-ve force, which however, is not sutlicient through partial circuitE to cause magnet 66 to picl'ftup .its` armatures. Also the raising olf the barf4e5.y opens the contact fin vcircuit A, but

' without consequence, for this vcirfmitis'althe spring 24 to throw the lever 23a distance f corresponding to one notchy on the rack bar. 40.

.ready open at 69; Theclosingof the'contacts 76vr energlzes ima'gnet All Vthrough "circuit F andoscillates the escapement 38 permitting 36. `As thecar proceeds along 'theblock 52, each ramp 54 causes another similar`r dis` placement of the leverr 23; thus the wedge 19` is thrust gradually between the rollers 21 and 22, vlowering the member k2O relatively to the .vinember 16. Y

Assuming. a considerable rconstant s eed Y for the car and a Vcorresponding condition or the speed .responsive device 15, it follows that the: lowering 'of memberi 20by advancing -wedge19 lwill actuate thewarning signals W:l and W2 and emergency brake actuator EB; in sequence as stated yin thel latterv part of the discussion of Casefl. A l

It-will bev seen that high speed willcause f the fly-ball governor 15 to lower'the member ought to get under the existing circumstances.'y

It he doesnotreduce'the speed, the 4member if 20 will bedepressed alittle further by the advancing wedge 19v contacts V63,-willclose-,'-v= L Y and the .warningsignal l/Vz'willbe actuated. `This-will mean tothe operator that his speed is approaching danger andhe should slow down.V lf he fails todo so, a urther advance 'Oase I 1,7.-Following Case HI, assume that ror' the wedge v19 will open the contacts64 and. v vactuate the emergency brake device EB,"pro

fducing an automatic stop. 75 j the car approaches the ramp at the 'ends` 'i li ofblock 52, and that the car ahead remains-5 in the block 52.

ramp 50 is connected to partialcircuit H,

l The presence of the car: Y ahead inthe block 52"deenergizes track re- 8O vlay so that its armature 56 is down and` which gives either medium or Zero electro@A motive' torce, according as armature 57 1s up or down, which in turn depends onl whetheer block 52 is occupied or not. :In either case, that is, whether theV` ramp 50 has me;

dium or Zero elcctromotive'force, the eftectm will be the saine.

Vforce through partial circuit E will .not

cause magnet 66 to pick upits armatures.v rlhe operator can wait with the front wheels lei to the yleft of the insulator 51 until 'the block 52 clears, whereupon track .'r'elay'55r; willy pick up and give high electromotiveu Medium electromotivey force to ramp 50 lthrough partial,A circuit G. This high electromotive force in'V par#A ti'alfcircuit E will cause magnet66 to pick up vits armatures thus re-establishingthe fi l gleen light through circuit Bl at 70,r eXtiniV guishingathe yellow: lamp through circuit.

C at

through circuit mittingthe spring 18 to openwidethe conwheels 1li across the insulator 51 and'fhis,

further progress will be as described in Case V Il or Case III.

'I Yat'70, Vand enerfrizing the solenoid 33'@4 `lhe energizationof solenoidf33 will withdraw the wedge'19 per- 105 ytacts62 and 63 and close the contacts Thereupon the operator can start his front lf, instead of waiting'before the insulator e 51'., theoperator entersthe block 52 before it has cleared, he Vcan proceed therethrough with the lever 23 against the stop 26 -enforcing a very slow speed all the way through to the end of the block 52. v

Oase Tfr-Following4 Case Ill, assume that as the car approachesramp 50', the car ahead thas ,departed so that it no longer is within range'to exercise contr-ol over the car inA f question. hen the Car shoe 43 strikes ramp Y 50, it will get high electromotive force :from-Y partial circuit Gr to partial circuit E andv 'magnet 66 will'picl up itsarmatures. [The yellow lamp wil-l be'extinguished, the= green lamp relighted, and the solenoid 33 energized,y which. willr'eset the wedge 19 as 4shown vin ,Figure 1f ylhereai'ter the progress overthe ramp kOfwill be as ydescribed in Case Il.

Oase Vlr-Following Case Hhassume that,

asthe ear approaches ramp ,thejcar aheadV fis4 in section`52f.

f--rwillpick up as statedin CaseVfbut TheV armatures of relay when the-front wheels l4tenter block 52,1they will drop again as stated in CasefIII.

- The ramps 54 canV be supplied with 10W Y electromotive force in multiple inpartial cir- 1 cuit Dfas shown in block 52,. or they can vbe Y supplied-singlyy as. at '78,jor in groups as at in'block 52. l 'Y Instead rof operating the escapement 3S by the direct current magnet 41, theeswitch 74 may be opened and the switch 73 closed down,

thus establishinga partialy circuit for alternating current from the shoe 43 through the contacts 79to the alternating current-,magnet 40 `(partial circuit Whenever the shoe 43 strikes an energized ramp 54, the partialV circuitN will be energized and th-e magnet 40'will produce the sameeffect as heretofore described for'the'magnet 41.

, In case the. magnet-'40 isrelied onand it is desired. toV prevent'idleoscillations of the escapement 38', the switch 73 can be moved up,

' thus changing the partial circuit N formerly traced Vsorthat nowfit can only be mad-eupon Y the closure ofithe armature 72 (partial cir- .flef-tehand shoe 43.4 l e f 4'inustbe closed-and the switch 3 should be open andthe insulator pins 47 and 4? withcuitM) I-Iencethe" magnet 40 will only'be energized-'when the control relay ,o5-,66 is deener'gized, so asto, close thearmature 72.

Instead 'of having the constantly energized Y ramps 54 on'the right-handside of the track,

" I can have dead ramps on the left-hand.V

side andv depend upon them toi actuate the In this case the switch drawn from the positions "they occupy as shown in Fig. 1 and inserted inthe holes 48 and48.` Thus it will be seen that when the shoe 43 strikes a dead ramp. 80, thebar 45 f will below'ered. The onlyeffect of this will beto close the contacts'76,.which will ener-V gize Vthe magnet4l and'l oscillate the escapement 38. Y Y The warning signals l/Vl .and .VW or the emergency brake actuator may be re-V ferred. tov as asafety appliance for excessiveV speed'. VIn the embodiment of my invention herein disclosed, itV will be seen that'l'provide only a single kindgof Vshoe andthat I provide two kindsof ramps,A one Vkind of rampr such as- 54 being adaptedto 'actuate said: appliance Vprovidedtfne rapparatus `is. in

.Elan appropriat'eV condition, that is, provided Y the t' solenoid 33 -has Vbeen V'deenergized Whether the apparatusis Vin that appro- 'A `priate condition,.that: is whether th'esolenoid 33 shall havey been de-'energized,depends on Ythe effect received 'fromthe other kind' of ramp, snch as 50. Asthecar passes suchf a Y 'ramp '50, .it is then. determinedwhether or "not `the rapparatusv onV the V.car shall be put in a condition to be Vaffected by. the succeeding "-iiainps suchY as 54. .The lsafety appliance for V 'Y A1765,85@ e excessive speed is actuated conjointly or'a'd-i ditively by the speed responsive device l5` andV the distance responsive device 19.'Y y

-Either or both of these devices may bean 1 effective agent" for operating'the safety a'pplianc'eV for excessive speed. The speedresponsive device always determines aflimitingY maximum speed, andthe vdistance re-` action to lower 1 sponsive device may be set in the limit. .Y Y V'Iheblocks will ordinarily be of different 'characteristics Vand the ramps 'x54' may be disposed accordingly, thus the block e 52 is shorter than the block 52', andthe closer f Vspacing of theramps54 enforces azmiorel abrupt speed reduction. Y, Comparing shoes 43 and-43 and assoproceed either end foremost on the track with like e'ect. f

i claim 1 ,Y

rciated parts, it will 'be seen thatthe car can f l'. In combination, a track, a car thereon,

Va safety appliance `for excessive speed ion the car, apparatus on the car toactuate said applianceand adapted tochange progressively through successive stages, a shoe,.a ramp adapted to be engaged byasho'e in passing to determine the presenceV or absence of a certain condition ofsaid appa-f,V

ratus, and other rainps'at the saine 'height and distance from the Acenter ofthet'rackf. Y

as said first mentioned ramp adapted thereafter to be engagedby ashoe in passingaiid e each acting to cause said apparatus'tochange y'to the next stage in itsiprogressive change vprovided an appropriate condition thereof has been determined V,by said firstmentionedV ramp. f

2. .In combination, a track, a carthereon,

a ,safety appliance `for excessiver speedon VVthe car, apparatus Von the car to actuate said appliance, a shoe on the car, ramp adapted to be engaged by the shoe in passing, and

other ramps adapted thereafter to be engaged by the shoe in passing, said'other ramps being adapted to operate saidy appa- 'ratus provided it is in a' certain' condition, vsaid ,first mentioned ramp beingadaptedto determine the presence or absence Vof such condition, and` saidV shoe being adapted t0 cooperatewith all of said ramps.

3. In combination, atrack, a car thereon,

Y a safety appliance for excessive speed on" the car, apparatus on the car-,to vactuate said'` appliance, ramps along thertrack', and shoes. Y adapted to Vengage saidramps alike when the. i 1

car proceeds either fend Vforemost on. the track, said rampsV being of two kinds, one kind being adapted by thefengagement of shoe therewith to determine the presence .orv-

absence of a certain condition of' saidapparatus on the'car, and theother kind' being adapted' thereafter by the engagement of a shoe therewith to operate said apparatus onl the car, provided an appropriate.condi-tionr Vthereof/has been determined by a previous shoe vWith a ramp y of A the engagement'ot a firstkind. f. i

I 4. In combination, a track, a. car thereon, a safety appliance for excessive speed on the car, apparatus on the car to actu'ate said appliance, a shoe, a control relay, ramps to' be engaged by a shoe to actuate the controlv relay, andv other ramps Vto' -bejen'gaged by a shoe to 'actuate the apparatus provided the control relay isin a certain appropriate condition, all said rampsr being at the vsame height and the same distancefroin the cci'r-` ter line of tlietrack.,

` V5. In combination, track, a car thereon, a safety Aappliance foreircessive speed on the car, apparatus on the car to actuate said appliance, a shoe, a series of ramps adaptedV lto beengaged in succession by said'slioe, part Aoiisaid rampsv being Conditioned in accord`l Y ance With transient danger'.conditionsalong the track,'pa.i't of 'them being conditionedsubsequent engagement or" said shoe 5 with said ramps of c "e second kind being adapted tooperate said apparatuson the car *pro vided the Vsaid operative relationship has been established. f' 6. In combination, a track, a car thereon, a safety appliance for excessivefspeed on the car, apparatus on the carto4 actuat'e said ap.- pliance, a shoe, a control relay, a'ramp adapted to be engaged by said shoe and when in a certain condition thereby to actuate the control relay, and other ramps in alinement with said rst mentioned ramp adapted` tobe Iengaged said shoe to actuate said apparatus provided the control-'relay has been actuated.

7. In combination, a track,a car thereon,

a safety appliance for. excessivespeed on* the car, apparatus on thecar toactuate said-appliance, a shoe, acontrol relay, a ramp adapt'- ed to be engaged by said shoeto govern said relay in accordance With thecondition of said ramp, and other ramps adapted to be engaged by said shoe to actuate said apparatus, the e'liect. of said other ramps being conditioned by said relay. f, l'

` .8. yIn combination, atrack, -a car'thereon,

a safety. appliance for excessivespeedf on the oar, apparatus on the car tofactuate saidap- 'pliance a shoe .and associatedv `circuit f controllers on one side ofthe car, al similar shoe and associated circuit controllers on the other. side of the car so arranged thatthe same as-, pect is presented Whenthe car is viewed from: either end, rampsoneach side'at the samey height and equallyspaced from the' center line ofthe car, vand adaptedto be engage'dby therespective shoes, `the ramps on one-side .being conditioned by.4 thepre'sence or absence ofa side. y n

9. In combination, atrack, a carthereon',

@block in advance.

train ahead on thetrack and adapted by the engagement of a shoe therewith to aiect the 'Y apparatus accordingly, andthe ramps on the lother sideibeing permanently conditioned and adapted to actuate said apparatus providedit has been aiiected appropriately by a prior engagement of a shoe with. a ramp on the first a safetyappliance for excessive speed on the car, apparatus onthe car to actuate said appliance,a shoe oneachside, corresponding ramps. on each side, the shoe on oneside by engagement With aramp'on that sidebeing adapted to determine a condition of'saidapparatus, and the shoe on the other side by engagement with ramps on said other side'being adapted to actuate said apparatus provided a favorable condition thereof has been determined, said shoes being equally spaced trom the center line of the car.

10. In an automatiotrain .control system forirailroads ,having tracks divided into blocks, impulse devices at separated points along the track ineach block and' successively encountered by a passing vehicle,- automatic train control apparatus on a vehicle-including l a rspeed-responsive device governedin aci cordan'ce with the actual speed ofthe vehicle, impulse receiving` means onthe lvehicle in-` iiuenced by said track 'devices,means gov-V erned'by said` impulse receiving means and changed upon the reception oan impulsefto condition vthe train control apparatusfor op-. i i

yioo

eration -by a succeeding' impulse, and means for restoring said last mentioned means to its initialcondition. at the exit end of each block dependent lon traffic conditions in thev next 1l. In an automatictrain control system for railroads 'having tracks divided into."

blocks, the combination With speed control apparatus on a vehicle including a'spced-.responsive device driven from the Wheels thereoit', ofV means partly on the vehicle and .partly on the track for producing controlling im` eachblock, means responsive tothe recep and means actuated tromthe tracknear the end of theblock for restoring said apparatusI to its initial condition. r

' pulses onthe vehicle aty successive pointsin 12. In an'automatic .trainfcontr'ol systemiV fori railroads. having 'tracks divided intof blocks, automatic speed controlapparatus on"- avehicle including aspeed-responsive der-w vice, a traficcontrolledimpulsedevice on the' track nearthe entrance to each block, another'l impulse device at an intermediate pointlini each block, impulse receiving means on the vehicle vintluenced by said track devices, con-1v trol means on the vehicle responsive'to -the re; Ce'ption'of an impulse at the tir-st track device forlfplacing the speedcontroliapparatus in fj Sii ' alcondition to beflaterxoperated by a succeeding impulse vfrom the second track device, and

ineanseilective at the exit end of each block .vvhenlthenextjblockin advance is not occupied to rest-ere tion.n Y. Y s

13V. In an autoniaticitrain control system for railroads Vhaving tracks divided into blocks, automatic train control apparatus on .a vehicle including a speedresponsive device,

said apparatus to itsinitial condia control vrelay on the vehicley meansv partly i on the'vehicle and jfpartly along the track for; Vcausing said relay to change to an operated. condition near theentrance/.to a block .When

--tlie neXtblock inadvance is occupiedland for -actuating said apparatus at a Ysucceeding vl-uence'd:bysaid:A track devices", a stickrelay on :theveliicle deenergized'by the cooperation of the :impulse receiving means With a track device at the Ventraiiceto a :block when placed in iits v'stopping' condition byV the presence Vof Y another -trainiintlienext block in advance, control meanson' the vehicle for said. speedV control apparatus normally heldinactive by saidl stick relay and conditioned for operation yby a succeeding. impulse lwhen said'relay is deenergized, and'ineans'tor restoringsaid relay at |the exit endet each block When the Vii'eX-t block is not occupied@ 15. Ij-nza train `control system, in ,combinationvvvith :a trackvvay divided into blocks each liavinig; aiitrack circuit, a brake-setting apl pliance-'sona vehicle operable to eidfect an au.- n jtomatic applicationof'its vbra-kes, apparatus for governingfthe operation of saidappliancei including arcentritugal speed responsive de- ,vice .constantly dependent, Aupon the actual speed of the vehicle,` sai-dapparatus Vhaving a certain condition in vwhich the brake-sets ting appliance :is operated Whenever theV ve- Aprim'aryiniiuence followed directly .by'a second'ary influence Without anv intervening 1re hicle 'exceeds a vpredetermined restrictedvr Aspeed limit,r said apparatus assuming said certain conditiononly upon the reception of a Vrsetting inliience1and track circuit controlled means partly'on the vehicle :and partly. on the track for connniinicatingto the vehicle a primary inluence `near the entrance end .of Vra block VVitthe nextfblock inpadvance is Yoccu- "pied, a secondary inftluenceY atV an -int'ermedi- Ved the next block train control system ate point in the same blockpand aresetting ini iuence'. at the eXit end of that block providin advance is not then occupied. L 1 j Y 16. A system for regulating speed of rail- .Way vehicles over ajtrackvvay divided into blocks in the saine'manner asin block signal systems. comprising7 ,vehicle-carried means and cooperating` trackivay means acting t0'` impart apriniary iniiuence to the vehicle at the entrance to each block if the-next block` iiiyadvance is occupiedaisecondary influence at an intermediate point in the same block, and a restoring influence attlie lezitend ot. .the blcck provided .the block neXt in advance is not then occupied 5 .brake applying means.` on the vehicle including a centrifuga-l speedY responsive device coupled to the runninggear thereof, said Vbrake applying inea-ns being operable to a certain speed restricting stateV and vvhile in that state acting to .prescribe a restricted speed limit that the vehicleY can Y not at any time thereafter exceedivithout Aan automat-ic ,brake application; andI contro-l means onxtlie vehicle forgoverning :said brake applying means and comprising a stick relay Which has its energization changed by said primary influence7 saiLd'control ineans if such change in theenergization of said stick relay exists beingcapableof responding to said secondary influence and thereby i place said brake applying means in itsspeed restricting state,A the Arestoring of said con- I trol means and the removal of the restricted speed liinitV being dependent upon the receptionof a restoring influence.

y17. A system of train control for railroads provided with the usual *blocks*` the coinbination with means partly `onthe' vehicle and partly. Von the track for ycoinniiinicat`' ing to the vehicle near `the entrance to ,l each block a Vprimary influence it "the block`` next in advance is: occupiedfa secondary' iniiuence at an intermediatek point in .the saine block, anda resettinginfluence at the exit end of that block provided the neXt block 'in advance Vis not'then occupied; of brake control apparatus ontlie vehicle responding to said influences and including a speed responsive device operatively connect-.

ed to the Wheels'ot the vehicle, said apparatus y having a certain conditionvvliich While effective establishes'a restrict'edspeed limit that 'the vehicle can not exceed at any `time `vvithout an automatic application cti-ts brakes, said apparatus being rendered tlius'e'ective` *Y by Aa secondary influence only it it has been antecedentlyrintluenced by a primary 'in-w iiuence subsequent Vto a resettingV influence, saidapparatus being restored to normal by said-*resetting finuence andV thereby made ready -torespond again tosuccessive primary and secondary influences. K

18. A. train control system for i railroads having tracks .divided into 'blocks compris.

ing, in combination with trackvvay means for eachblock adapted to cooperate With carcarried meansY and communicate to the car a resetting inluencev near the entrancev'to a block 'p'riorto the entrance otithevcaritherein provided that block is not' then occupied, `a primary operatingl influence thereafter vatv a further point in. the .travel of thecarin the 'same block provided the next blockl in advance is occupied,.and a secondary operating influence at., an intermediate point in the same block; ofcarequipment responding to said: influences and comprising a brake-settingy appliance tending'to apply the brakes and electrically maintained inactive, apparatus governing said applianceandaincluding a speedpresponsive Vdeviceoperatively connected to the car Wheels, said apparatus acting upon the reception -ofsuccessive operating influences in the same block next in the rear. of an occupied block toestablish a speed limit that, the car can not exceed Without a;

j brakeapplication, said-equipment being resoy stored to normal by a ,resetting influence to discontinue such speed limit. y

, 19. A system for regulating the. spieed railvvayfvehicles comprising, in combination with atrackWayj divided= into blocks each providedwith a track circuit, a-track device near the entranceto each block andanother trackdevice atan intermediate point in the same block, a circuit controller on the vehicle actuatedY by cooperation with said track devices, brake control apparatus von thevevhicle including `a centrifugal speedA responsive device 'operatively'jconnected tothe YWheels Yof thevehicle, said apparatus beingr adapted to beplaced inga certain condition during which the brakes are automatically applied if thevehicle at any time' exceeds a predetermined restricted speed limit, said apparat-us assuming said certain condition only after said' circuitA controller has been actuated by said track devices successively Without the reception of an intervening resetting influence, said apparatus being'restored to normal upony the receptionfoi'f a resetting iniuence,'a trackvvay circuit associated with eachfblock and if closed and energizedproviding a resetting influence at the exit end `of that block, and means Jfor opening said circuit of each block if the next block in advance is occupied.

20. In a traincontrol system for` railroads having tracks divided into blocks as in block signal systems, the combination with v brake control apparatus on a vehicle including aV speed responsive device driven fromA the Wheels thereof and changeable to lprescribe a restricted speed limit that the vehicle can-1 vnot eirceedvvvithoutV an automatic' brake application, said apparatus When changed to prescribe such speed limit remainingin that condition untilV restored; of control means partly on the vehicle and partly on the track determining thechangegand restoration of said apparatus, said control meanscompris` ing two electro-responsive devicesv on the vehicle and causing said apparatus to' prescribe such speed limit .only after change vin the energization ot' both of said devicesfollovved by la repeated change in the energization of one of said devices, such change in the enerf 'gization of. both'devices occurring at the entrance to ablock Whenever the next block in advance 1s occupied and the repeated.

vchange in the jenergization ofsaid one device occurring. at an intermediate point inthe same block, saidy control means changinghpsaidv `apparatus back to ynormal and discontinuing said speed limit at the exit end ofa block provided thenext block in. advance is not thenl occupied. i i

21. ln a speed control system for railroads dividedinto blocks as in block signal sysv tems, the combination Withv c'arwequipm'ent comprising, aA circuit controller, and speed governed brake control means rendered elec-'V tive only aiter successiveroperations of said circuit controller tov prescribe a continuing restricted limit that the Acar can not exceedfwvithout an automatic brake applica-- f tion; of trackvvay means for causingsuch device driven from .the car: Wheelsandtor causing vWhen active an 'automatic brake ap'- plication it the actual speed ofthe carleX- ceeds a lpredetermined restricted speed limit,

means including a stick relay normallyacting 'to maintain said apparatus inactive,

other meansv lalso normally kmaintaining said apparatusinactiveand operable by an iin-- pulse from the trackway, and a signal indi-jr cooperating` means on the car and on the tracktvay for iirst changing the vstickrelay i,

from normal near theentrance to a blockif y the next block 1n advance 1s occupied and fory ycating thercondition of -said sti/ ck relayyfot thereafter at an intermediate pointv in :thej 9 sameblack operating said other maintaining means, and' trackwayme'ans acting at 'the exit end cfa block to .restorethe stick relay tonormalfifj the next block in -advanceis not then occupied.`

23. In a train controlv system, .the combina4- tion with a .car and a tracktheretor divided-` ifo intol blocks1 traclrvvay impulse devicesatsuc-VV cessive points in. each block, vbrake ,control apparatus on the car including -a speed ref' SpOIS@ device. dlivelillffofe the Caf Wheels..

Uand@ VcontrollahleV to establish restricted speed` limittliat the car canz'not exceed Withl out-fan autoinaticbralre application, said ap,-

` paratusincluding a lsignal governed by the spee'dfrespon'sive 'device and Vchanged if the actua-l speed' of the car is nearly vras high as said: restricted speed' limit, control means Von the carigover'ned by saidv traclrway impulse l devices and actingPV to control saidiappara-tus Vtoitsspeed liinitingcondition only after the reception insuccession of tWoimpulses from the rtraclrway Without an intervening restoring impulse, and tracllway means for imparting an impulsetfor restoring said controll niea'nsv andA rappa-ratusto normal at the 'exit end' of eac-h block dependent upon trailic conditionsinl theV neXtf block in advance.

Y 24, A ysystem of traincontrol for railroads tracks divided into control zones in the'sanfiefmanner as inblock signalsyst'ems,

thejcombin'ationwith brake control apparatusV onfa" vehicle controllableV to establish a ce1'- tain restricted speed limit that the vehicle mediate point in each control Zone, an impulse cannotexceedwvithout anautomatic application-ot its-brakes, a track devicevat anV interreceiving deviceon the vehicle co-operating Y vv'it-hf'saidtrackdeviceand producing onV the vehicle a control .iniiuence, controlvmeans "acting ifchanged' from* normal to permit said apparatus to be controlled to its said speed VVliiiiit-ing conditions by suchcontrolinfluence *fromqsaidf intermediate traclr device, said Y control mea-ns uponl restoration thereof to normal resetting the changed parts ,of said apparatus and thereby removingrsaid re- V,strictfed speed'limit,andvmeansrpartly on the track 'and partly Yincluding said impulse re-V ceiving" device for' 'changing said Vcontrol `n'ieansfrom: normal nearthe entrance to eachV Vcontrolv zone actuated bythe presence of a Y train inthe nerltcontrol vZone and for restor- 'ing saidVv control means to normal at thelexit end'of ea'c'l'i control'izone'provided the next `-controlZone'in advance is-not then occupied.

25.5 A systeinffor regulating the speed of railway vehiclesl on tracks divided into con- V `rtroll'ed Zones as in block signal systems com- Y Yzone assuii'ifing' an activeVv controlling condi- 'Y tion-by reasonot thepresence of af train in therv neX-li' control Zon'e,anotherstraclr device atan Y prising, in combination with a brake-setting appliance onV a vehicleadapted: Whenever deenergized to effect aV brake application, a`

track` devicenear'the entrance-to each controll intermediate pointinV each control zone for communicating ,to the vehicle an'inluence of the saine character as the firstV track device,

apparatusv on the vehicle for determining .the opera-tion of the brakesetting appliancecom` prising'a centrifugal speed responsive device operatively connected to the Wheels of the vehicle, said apparatus if in' a certain'condition establishing a predetermined restrictedy speed limit thattlie'vehicle cannotexceed Without operation 4of Vthe brake setting` [appliance I and which continues in' elie'ct so long assaid apparatus isA in suchv condition, control means from normal uponJ passage over an active track device Vthe entranceto a control zone y saidr control'v means Ybeing` further influenced by the tra-ck deviceat the intermediate Vpoint K in thev samecontrol zone only if the control; means islthen in its changed condition.

'said controlineans if thus further influenced placing said' apparatusinits said certa-in con:v

on the vehicle for said apparatusy changed 'i dition in' which 'the restricted speed limit. isiY Y established, and' tracker/'ay means effective' near tlie'eXit end vof a controlr zoneproviding the next control Zone in advance is not their occupied for causing restoration .tol 4normal ot the changed parts of said apparatus.y

' 2G.'V In a' speed control systein'ifor railroads dividedv into' control Zones as in block signal systems, the combination With car'equiprnent coi'np'risino, a`- circuit controller, and Vspeed o'cverr-.ed Tnralze control means rendered c tssii' 'ective' only zitter successiveV operations. ofi y said circuit controller to prescribe a continA-H uing restricted speed limit that the carcannot exceed Without an automatic' brakeapvplication; of trackway means for causing n such successive operation of said circuit con'-A trcller atsuccessive points infeach cont-rol zone actuated by the presence of a train' in th'eneitcontrol zone, and means forv cafusingp restoration of said brake control means to.l Vnormal at the exit end of each control-'ozone provided the.' control zone neatr inA advance-V is not then occupied. y

In testimony vvhereofY I ailirr my signature.

' CARLA RICHMOND; 

